Transmission



Sept, 2l, 1943.

L E ROY F. MAURER TRANSMISSION Filed Dec. 7. 1937 8 Sheets-Sheet 1 Sept.21, 1943.'r LE RQY F. MAURER 2,329,724

` l TRANSMISSION v Filed nec. 7, 1957 a Sheets-sheet 2 SepLZI, 1943. LERQY F. MAURER TRANSMISSION Filed D60. 7, 1957 8 Sheets-Sheet '5 LE ROYF. MAURER' sept.\21,` 1943.

TRANSMISSION Filed De. 7, 1957 8 Sheets-Sheet 4 ATTORNEY sept. 21, 1943.

LE ROY F. MAURER TRANSMISSION Filed Dec. 7, 1957 8 sheets-sheet 5 KW7gli,

jf @Qi/a Sept 2l, 1942. LE ROY F. MAURER 2,329,724

TRANSMISS ION Filed Dec. 7, 1957 8 Sheets-Sheet 6 X67, 22mm/- ATTORNEYsept. 21,v 1943. Ev ROY F MAURER `2,329,724

TRANSMISSION Fned Dec. 7, 1937 s sheets-sheet v ATTORNE Sept 21,1943- LEROY F. MAURER 2,329,724

' TRANSMISSION l Filed Dec. 7,. 1937 8 sheets-sheet 8 u s WLM @f/mw jpartsbeing broken away;

Patented Sept. '21., i943 TRANSMISSION F. Maurer, Kenmore,

LeRoy N. Y.. assignor to q Automatic -Turbine Drive Company. Inc., a

oi-poration of New York f Application December 7, 1937. Serial No.178.447

v schim. (aislar-.144)

My present invention relates to the automotive l art. and has particularreference to the mechanism for transmitting power from the motor to theoutput or tail shaft.

Itis the principal object of my,invention to provide an automatictransmission which will function smoothly to shift` from one speed toanother, in accord with changes inthe car speed,

It is a, further object of my invention to provide means for changingfrom automatic control to full hand control, and to lock thetransmission in any desired speed or ratio, at the will of the operator.

Another object is `to provide suitable mechanism for transmitting torquefrom .the motor to the transmission in a manner to minimize shock fromthe impact on the pistons and tov obtain maximum flexibility andsmoothness of operation.

An additional object of my invention is to provide a transmission whichdoes not requirefa conventional type clutch, whereby the driver needonly operate an accelerator pedal and a brake pedal, thus eliminatingneed for shifting the foot from the accelerator to the brake pedals andincreasing the feature of safety in emergency stops. l

A further object of my invention is to provide an automatic control forshifting to a lower gear ratio, at any speed. in order to obtain rapidacceleration for passing other vehicles or for increasing thepower whenclimbing hills.

Another object of my invention is to provide four speeds forward, andreverse, in order to use relatively high rear axle gear ratios, wherebyless wearand tear, increased fuel economy, .and reduced oil consumptionresults.

Still another object is to obtain the above results with a minimumnumber of working parts. functioning in as simple a manner as possible,whereby the cost of production and the upkeep are low.

With the above and other objects and Yadvantageous features in view, myinvention consists of a novel arrangement of parts more fully disclosedin the detailed description following, in conjunction withy theaccompanying drawings. and'more specifically defined in the claimsappended thereto.

In the drawings,

Fig. 1 is a side elevation of the power transmitting mechanism, partsbeing broken away; "f

Fig. 2 is a vertical-sectional view of Fig. l

' flow control mechanism;

Fig. 13 is a sectional view on the line It-It perspective views of theFig. 11 lis a section taken on line iI--il onkv Fis. 10;

Fig. 12 is a sectional perspective View; parts being broken away,showing the pressure fluid of F18. 10;

Fig. 14 isla sectional view on the line i4|4 of Fig. 1;

Fig. 15 is a sectional view on the line Ili--Ii of Fig. 1; E

Fig. 16 is a perspective detail showing the lever assembly for the flowcontrol mechanism;

Fig. 1'7t is an enlarged sectional view of the steering column parts:

Fig. 18 is a detail side view of the hand lever housing:

Fig. 19 is an enlarged sectional view of the hand lever button;

Fig. 20 is a section on the line 2li-2110i Fig. 19:

Fig. 21 'is asection through the liuid transmitter: and

Fig. 22 is a plan of the novel sealing ring.

Ithasbeen found desirable to provide an automatictransmission forperforming gear shifting smoothly and with the least possible attentionof the operator, to ee'ct a change of speed at certain deflnlte carspeeds, and at motor speeds where vthe motor attains maximum torque.This shifting from one speed to another should be under load, so that noloss in acceleration occurs, and should be automatic and withoutnecessity for the operator to exercise any thought as to what is takingplace.

Moreover,v when the transmission has autoshould, at any point under themaximum motor speed for the next lower gear reduction, be permitted tomake theA transmission shift down to. the next lower gear ratio, inorder to have rapid acceleration for passingother vehicles, or for-maldng the necessary power available for climbof the country, so as tolock the transmission in any desired speed or ratio, thus permitting`use of the motor as a brake to help control the vehicle in descendinggrades; this control can alsobe used to lock any gear in order to givethe correct ratio for the various grades and thus facilitate the makingof maximum time. The use of a manual control changing from automatic tofull hand control at the will of the operator makes any speed or gearreduction available at any time, thus providing a transmission thatmeets all driving requirements. Y

I have therefore devised a transmission which will meet the needs of thedriving public, and I have provided four speeds forward and reverse, inorder to utilize relatively high rear axle gear ratios so that low motorspeeds are used for the gear, thus decreasing wear and tear, increasingfuel economy, and reducing oil consumption, these desirable resultsbeing obtained with a minimum number of parts and in as simple a manneras possible, whereby the cost 'of production and of upkeep is lowered.-

l1 have also found it desirable to transmit the torque from the motor tothe transmission so as to minimize the shock resulting from impactratio. The various speeds are brought into action by selectively lockingthe annulus of each planetary set, and the preferred locking meansincludes a brake band in two adjacent sections. each section havingfriction lining surrounded by a full width band having an anchor pin oneach half thereof, which anchor pin projects through the band andengages the two sections so as to obtain a full wrapping effect,completely balanced, when pressure is exerted on the outside of thesebands.

My preferred means for applying the necessary pressure for engagement ishydraulic or fluid pressure, each brake band assembly fitting into achannel in the transmission housing. with a flexible, compressiblecomposition ring surrounding each band and acting as a piston or seal;

the operating uid is selectively introduced into the chambers formedbetween the housing and the sealing ring, thus providing a sealed cham-fber around each ring, whereby the application of fluid pressure to thischamber compresses the sealing ring and locks the brake band to theannulus of the planet-set with a cushioning effect, to bring thatparticular set ratio into operation. This method of control is alike forreverse, first, second, and third speeds; fourth speed, however, whichis a direct drive, is brought into operation by moving a combinationcone and disc clutch which locks the third speed sun gear to thetransmission input shaft, the cone and disc clutch being shifted by afluid operated piston againstA the pressure of relief1 springs to bringthe clutch surfaces into engagement, whereby the entire planetary setrotates `as a unit with the input shaft, and the drive is direct fromthe fluid torque transmitter to the output shaft.

of flexibility and smoothness, and to eliminate the'conventional clutch.I accomplish these desii-able results by transmitting the power from theengine to the transmission by means of a fluid torque transmitter of thetype disclosed in v Patent No..2,179,520, issued November 14, 1939, toIsaac C. Popper for Automatic turbine drive: this construction transmitsthe torque by means of a coupled driving and driven rotor, and has theability as the engine accelerates to pick up the transmission of torqueeiciently, smoothly, and with extreme exibility, without any externalcontrol mechanism and without impact or shock or wear. As the operatoropens the throttle and the engine accelerates, the uld coupling developsthe `necessary transmitting power and thus acts as a cushion equalizerfor the entire power transmission line, no clutch or clutch pedal beingrequired.

The specific mechanism and specinc arrangement of parts designed by meto accomplish the above desirable results may now be explained indetail.

The transmission mechanism The transmission system devised includes .afluid torque transmitter` of the Popper type,

Referring now to Fig. 2, the transmission 2l is mounted in a housing 23separated by annular ribs forming four channel sections 24, 25, 28 and21, each housing a planetary gear set. The motor end of the housing isclosed by a face plate 28, detachably secured thereto by means of bolts29, the face plate having a central Journal 30 in which the input shaft3l from the uid torque transmitter rotates. The input shaft 3l iscoupled to an intermediate bushing which in turn is keyed to thetransmission input shaft 33. 'Ihe transmission input shaft is geared tothe planetary sets, as hereinafter described.

The tail end of the transmission input shaft carries a sun gear 34,which meshes with a series of planet gears 35, these planet gears beingcarried by a cage 36 and meshing with an annulus gear 31 positioned in.the channel section 25. The annulus gear 31 is flanged to provide alaterally positioned sun gear 38, which meshes with a series of planetgears 39 carried by a cage 40, these gears 39 engaging an annulus gear4I positioned in the channel section 24. When this annulus 4| is heldstationary, by means hereinafter describedl the cage 40 turns; it has anexin the same direction as the input shaft 33, and

ranged so as to give the desirable changes in 15 at a low speed.

Second speed is obtained when the annulus gear 4,6, which is positionedin the annular chanshell 43 nel 23, is held stationary. The transmissioninput shaft 33 has a second sun scar 45 mounted thereon, which mesheswith a series of planetary gears 43 mounted in a cage 41, which :iskeyed tothe annulus gear 31, this annulus gear rotating the planet gears35 to impart rotation to the cage 33 and thus to the transmission outputshaft the annular channel 21 is held stationary. The transmission inputshaft 33, through its sun gear 45 andthe planet gears 43 is geared tothe annulus gear 44, which is keyed to cage 43. The cage.

43 carries a series of planet gears 53, which dnesh with a sun gear onthe hub 53 rof the outside since the outside shell 43 is heldstationary, the planet' gears 53 and their cage-43 turn, and thusturnthe orbit 53', which is secured to the cage 41. The annulus 'gear 31.which is keyed to the cage 41, is thus caused to rotate; and the planetgears 35 turn and impartv 51 in whichspring carriers 53 are positioned,these' spring carriers being mounted on an end plate 53 which enclosesthe .clutch mechanism and is carried by the shell 43. The end plate 53is attached to the shell 48 so as to provide an annular spaceltll inwhich a ring piston 3i is positioned, this ring piston having .a rearspring plate 32 against which compression springs 33 on the carriers 33engage, the ring piston having a conical clutch face 34 adapted toengage the clutch body face 55 and press the clutch body into clutchingcontact with the disk portion 33 of the shell 48. This clutching actionlocks the planetary gearing to the transmission input shaft at bothends, and thus causes a direct drive of the transmission output shaft.

The 'rake band mechanism The annulus gears for first, second andreverse, and the sun gear for third speed, are selectively heldstationary by fluid pressure, which acts on a novel brake bandconstruction, illustrated in Figs. 3 to 9 inclusive.

Each of these gears is grooved on its outer face` 33, see Fig. 4, byforming grooves 31 thereon; two adjacent separate brake bands 33, 33 aremounted on the outer face, these bands being-of metal and similar inform, but'opDOsitely directed, the brake lining being on the inner face.Each band has a key way 13 cut adjacent one end. and full widthsemi-circular straps 1I and 12 are provided, having over-lapping ends,each strap having a key 13 to it in the associated key way 10, and a lug14 extending radially outwardly, the lugs of the twoistraps beinglaterally.

i 'ro obtain third speed, the outside sneu 4a in straps to bind the mebands, the two b'ands wrapping 'around the outer faceof the annulus gearin opposite directions, and in perfect balance.

f, The fluid pressure control system matlcally shown in Fig. 2. A fluidpump 13, actuated by the input shaft, or geared to said shaft,

forces hydraulic fluid through piping 33 and a filter 3|, to a controlmechanism hereinafter explained. This control mechanism selectivelyconducts the pressure fluid to the annular chambers 24, 25, 23, 21 andto the annular clutch space 3 3, through conduits 32, 33, 34 and 35 inthe chamber walls, and through ai conduit 33 to a passageway 33a in thefront plate, from whence the pressure iluid may pass through passageway31 and I a ported annular groove 33 in the end plate 58 to the annularclutch space 33.

The hydrauuc uuid ifs-preferably ou, which is also utilized as alubricant for the transmission gearing. The necessary pressure for-operating the transmission depends on the horse power to e betransmitted; this pressure is controlled by a spring-pressed pressureregulator 33. When the oil pressure exceeds the required-pressure forthe load, it bypasses .the regulator into a lubricantv "is installed inthe lubrication feed line 93, and

controls the pressure, preferably to l0'lbs. per

square inch: a bypass' 34 leadsexcess pressure oil back to the reservoiror pump, whichalso receives oil drainage from the transmission, outlets85 and 33 being provided for such drainage. The pump is supplied withoil from the sump or reservoir through piping 31, a filter or strainer33 being positioned in the oil line.

The oil flow control mechanism a yThe oil flow control mechanism forcontrolling 'the gear shifting includesdan automatic control and analternative hand control. I have devised a mechanism which utilizesthree valves incorporated inone unit, these comprising a master con- Iprefer to operate the automatic piston lvalve by a governonand to formthe valve with flow grooves which match with a spring controlled detentplunger; as the car speed increases and the governor tends to Vmove thevalve, the detent plunger yieldingly resists the valve movement untilthe governor pull overcomes its holding action, whereupon the shifttakes place rapidly and I thus prevents any lag' or delay. This rapiditydisplaced. A, flexible compressible composition v sealing ring 13, madeof suitable material such as molded rubber compounds,.and having endflanges 1li-and openings 11 to receive the lugs 14, is mounted over thestraps, ,the brake band assemblies being seated in the annular chambers.with the lugs 14 positioned in stakes or recesses 13, see Fig. 3. Inthis position, the outer surface of the sealing ring when subiected tofluid pressure, as hereinafter described, presses on the and shiftingback out of neutral to first speed or y automatic forward position againrotates the master control valve to the automatic setting.

The 4uid pressure control systemis diagram- When the gear lever isinlneutral all pressure is cut oil from the transmission forgear'operation and al1 the transmission iluid chambers are open torelease or drainage position, thereby making it impossible for pressureto build up in any uld pressure chamber and produce premature oraccidental engagement; when/any one transmission luid pressure chamberis in communication with the pressure ow the other chambers are all opento relief or drainage. I prefer to, enclose all the valve mechanism andthe oil passageways within` the transmission case to return any slightleakage to the oil reservoir or pump.

I further arrangedto provide rapid acceleration by permitting theoperator to shift to a` lower gear ratio when passing other vehicles orvwhen ascending a hill; this is accomplished by' downward movement ofthe accelerator pedal, which brings spring pressure to bear on the levercontrolled by the governor suilicient to overcome the force exerted bythe governor at any car speed at which the engine is turning at less,than the maximum safe speed for the next lower gear reduction. 'I'hisovercoming of the governor power moves the automatic piston valve /tobring the next lower gear into operation; if, however, the engine speedis above that at which it is safe to drop into the next lower speed thegovernor'will exert suicient power to oppose the action of the springpressureY and will prevent the shifting.

Fig; schematically illustrates the ilow control mechanism, which ishoused in a casing 22 positioned adjacent the transmission, and includesa valve housing |00 in which the central rotatable master control valve|0| and the piston valves |02 and |03 for automatic and hand controlrespectiyely, are mounted. The control valve |0| is preferablyof thesolid plug type, with ve spaced'groove ports |04, |05, |06, |01 and |08,which continuallycommunicate Athrough tubes |09, ||0, ||2 and ||3 withthe fourth, third, second, rst and revers'e transmission uid pressurechambers.

The housing |00 has four flow channels ||4,

||5, ||5 and ||1 which respectively communiports |01 and |08 beingspaced to provide a neutral cut-off |23.

The pressure fluid from the pump 19 passes ond, third ,and fourth speedtransmission pres-v uid channels.

jsure of a spring |32, the cage carrying a vertical Jrod |33 which ishinged to a lever |34, .one end of the lever being pivotally mounted onthe accelerator cross rod |35, the other end of the lever being hingedlysecured to a 'slitvalve rod |38 secured to the valve |02. The valve |02is preferablyV provided `with a series of vertically spaced detentrecesses which are engaged by a spring pressed plunger |38, whereby thevalver 02 will not move in response to the governor action until thegovernor power is sumcient to overcome the spring pressed plungerresistance, thus providing a rapid valve changer and proper inlet grooveand channel alignment.

The lever |34 has a spring socket |39 adjacent the pivot end in which asuitable spring |40 enshaft |35 extending outwardly to mount the spring|40, whereby downward pressure of thel accelerator as hereinafterdescribed will press on the lever |34 through the spring |40 to overcomethe governor power when it is desired to accelerate in order to passother vehicles or to climb a hill. The strength of the spring |40 isdesigned to cooperate with the governor to permit shifting to a lowergearratio at any car speed at which the engine is turning at less thanthe maximum safe speed for the next lower gear reduction, and not tomove the valve when the engine speed is above that at which it is safeto drop into the next lower speed.

The hand control piston valve |03 is of the same type as valve |02, butis longer, to permit bringing its annular inlet groove |2611. to theneutral cut-oil |23; the reverse channel |22 is positioned so as tonormally drain below the valve, the other channels ||8 to |2| drainingthrough a vertical slot |2811. The valve |03 is manually operated, ashereinafter explained, and

through piping 80 intoa longitudinal inlet flow channel |24 whichcommunicates with both valves |02 and |03. The valves are of similar.construction, valve |03 being longer, and are of the hollow cylindertype, the valves being provided with a verticalinflow recess |25, |25awhich lead to annular inlet grooves |26, |260, near the base of thevalveand to vertical balancing recesses |21, |21a diametrically oppositethe recess |25. |25a.

When the master control valve is in the position illustrated in Fig.,l0,the transmission is automatically controlled: the pressure uid passesthrough the recess |25 of the valve |02 and through the inlet groove |26into channel |1 and through port |01 to the tube ||2 which leads to thefirst speed pressure fluid channel 25. If this valve |02 ismovedupwardly it will successively bring the recess |26 into communicationwith has a series of vertical detents and a cooperating spring pressedplunger |38a to. ensure snap movement and proper alignment of the inletgroove and its cooperating channels.

The control valve housing has a series of passageways, and porting ispreferably made by forming the housing in multiple sections and brazingtogether, whereby the machining is facilitated and the valves can beproduced more accurately and at a lower cost.

A gear lever |42 is pivotally mounted on the steering wheel' withinleasy reach of the operator. and has a movable rod |43 mounted thereinand terminating in an end nger |44 which may be moved in a stationarylever guide |45 to selectively position the end nger in an upper slot|46 for hand control, or a lower slot |41 for automatic control, The twoslots communicate through end passages |43, |49 and the upper slot hasspaced notch detents |50 for each forwardspeed, a. notch detent |5| forneutral, and

channels H6, ||5 and |I4 which lead tothe sec- 75. a slot |02 forreverse. The communicating end passages Permit the driver to change atwill from hand to automatic control, but require movement to `neutralbefore reversing.

When the lever |42 is shifted to the upper slot, as shown in Fig. 17,its end |53 moves a spring pressed control rod v|54 which is slidablymounted in a. tubular shaft |55, to shift the master valve to handoperation position, through a lever system which may be of any desiredtype; the lever system illustrated includes a crank |56, link |51, crank|58, shaft |59. crank |60, link |6|, and crank |62 which is secured tothe valve rod |63 of the master control valve 0|. When the gear lever|42 is in the lower slot, the master control valve is turned toautomatic operating position, by the same lever system.

With the gear lever |42 in the upper slot, the gear'lever |42 may beswung to position the end finger in any of the detent notches, and thusshift the hand control valve to the proper fluid transmission control bymeans of a lever system of any desired type, a'preferred systemincluding a housing |64 which is vrotatably mounted in a steering wheelextension bearing ring |65 and is keyed to the tubular shaft |55,x thistubular shaft operating an arcuate lever |61, link |68, crank |69,tubular shaft |10, crank |1|, link |12, crank |13, shaft |14, and 'lever|15 which is secured to the valve end |16 of the hand control valve |03.

'I'he accelerator pedal |11, of standard type, is operatively secured tothe arm |4|, which acts as a pick up lever to counteract the governoraction and Vthus permit the obtaining of a lower speed as hereinbeforedescribed. Any system of levers or other control means may be used; theillustrated lever system includes a link |18, crank |19, shaft |80,crank |8|, link |82, crank |83, intermediate shaft |84, crank |85, link|86, and crank |01 which is keyed to the accelerator cross rod |35.

The slidable rod` |43 is actuated by a manually depressible button |81awhich is seated in a cylindrical recess |88 in the ball end |89 of thegear lever, the recess having a lower bore |90 to threadedly receive agear member |9| in which two small gears |92 are rotatably mounted,these gears meshing with internal grooves |93 in the button and withgrooves |94 formed in the upper end of the slidable rod, a compressionspring |95 being positioned to resiliently urge the button away from thegear member |9|. When the button is pushed down, the gears |92 turn andmove the slidable rod upwardly against the tension of the spring |95,thus withdrawing the end finger from a notch and permitting turning ofthe gear lever. No notches are provided for the automatic control.

The fluid torque transmitter construction The transmitter is housed inthe casing 20, see Fig. 1 and includes a driving rotor 200, see Fig. 21,which is secured to the flywheel 20| and the power shaft 202, the drivenrotor 203 being slidably keyed to the transmission input shaft 3|. Thetransmitter fluid is conducted from a fluid pressure reservoir, notshown, to an annular chamber 204 formed between the shaft 3| and astationary shell 205, the shell having a tubular end 206 spaced from theshaft 3| to provide an annular passageway to the rotor fluid chamber201. Novel sealing rings are provided between the shell land the drivingrotor and shaft, these rings including flat plates 208` and 208a whichare respectively keyed to the shell and tothe shaft. each plate havingtwo spiral grooves 205, followers 2|0 and 2I0a of flexible materialwhich have a series of concentric grooves 2||. each follower beingresiliently pressed towards its plate by means of a. coil spring 2|2which is positioned between the follower and a-sprlng plate 2|3.

While I have described specific structural rietails of a preferredarrangement of parts for carrying out my invention, such description isillustrative only, and any desired changes in the operation, arrangementand functioning of the 'l parts, and in their sizes and proportions, maybe made to suit the requirements for different automobile vehicledesigns, without departing from the spirit and the scope of theinvention as dened inthe appended claims.

I claim:

1. In a flow control mechanism, a source of iluid'under pressure,conduits for conducting said fluid to a plurality of fluidpressurechambers, two valves each independently alternatively controlling thefluid flow from said source through said conduits, and means forselectively rendering either valve inoperative.

2. In a flow control mechanism, a supply conduit for fluid underpressure, a control valve selectively communicating said conduit with aseries of flow passages, a second control valve for selectivelycommunicating said conduit with a series of flow passages, a series ofAoutflow channels, and means for alternatively communicating eitherseries of ilow passages with said series of outflow channels.

3. In a fluid flow control mechanism, a fluid inflow conduit, two seriesof flow chambers, two piston valves for selectively communicating saidinlet conduit with the flow channels of each series, a. series ofoutflow conduits, and a master valve for alternatively connectingeitherseries of iflow channels with said series of outflow condu ts.

4. In a fluid flow control mechanism, a fluid inflow conduit, two seriesof flow channels arranged in spaced aligned relation, two piston valvesfor selectively communicating said inlet conduit with the flow channelsof each series, a series of outflow conduits contiguous the spacebetween said two'series, and a master valve for alternatively connectingeither series of flow channels with said series of outflow conduits.

5. In a fluid flow control mechanism for an automobile transmission, apressure fluid supply conduit, a series of outflow conduits, a governorresponsive to speed of the automobile motor, a valve movable toselectively connect said supply conduit with said outflow conduits,means for moving said valve in response to movement of said governor, asecond valve manually movable to selectively connect said supply conduitwith said outflow conduits, and means for alternatively rendering onevalve operative and the other A inoperative.

6. In a fluid flow control mechanism for an automobile transmission, apressure fluid supply conduit, a series of outflow conduits, a governorresponsive to speed of the automobile motor, a valve movable toselectively connect said supply conduit with said outflow conduits,means for moving said valve in response to movement of said governor, asecond valve manually movable to selectively connect said supplyconduits with said outflow conduits,l and manually movable gear levermeans for alternatively rendering one valve operative and the otherinoperative.

ing a. cylindrical shell piston valve, a longitudinal recess for nuidilow. an annular ilow groove communicating therewith, and a secondlongitudinal recess communicating with said groove and 'positioneddiametrically opposite said ilrst recess, said valve having alongitudinal ilow slot.

LE ROY F. MAURER.

